Railway signaling apparatus and apparatus for stopping trains independently of drivers



Nov. 6, 1923. l 1,472,892

E. S. TIDDEMAN RAILWAY SIGNALING APPARATUS AND APPARATUS FOR STOPPING TRAINS INDEPENDENTLY 0F DRIVERS Filed July 24', 1920 3 Sheets-Sheet 1 Nov. s, 1923. 1,472,892

E. S. TIDDEMAN RAILWAY SIGNALING APPARATUS AND APPARATUS FOR STOPPING TRAINS INDEPENDENTLY OF DRIVERS Filed July 24, 1920 5 Sheets-Sheet 2 Nov. 6,- 1923. 1,472,892

s. TIDDEMAN -E. RAILWAY SIGNALING APPARATUS AND APPARATUS FOR STOPPING TRAINS.

INDEPENDENTLY 0F DRIVERS Filed July 24, 1920 5 Sheets-Sheet 3 Patented Nov. 6, 1923.

Matez Fie SYKES NTEBLOCKING' SEGNAL COMPANY LIIvIITED, OF 'CLAPHI[,'LONDON, ENGK LAND.

RAILWAY sIeNAIrNG APPARATUS AND APPARATUS PoR s'IoPPING TRAINS INDE- PENDENTLY or DRIVERS.

Serial No. 398,787.

(GRANTED UNDER THE PROVISIONS or THE Aer or MARCH s, 1921, 41 STAT. L., 1313.)

This invention relates to that class of'V apparatus designed on the one hand to apply the brakes of a train or railway vehicle :1nd give a corresponding dangerksignal on passing a track-ramp, in both cases by mechanical means, and on the other hand to restrain the application of the brakes and indication of the danger signal, if the road is clear, byelectrical means adapted to substitute a safety signal indication for that of the danger signal, the said .electrical means embodying, it may be, a polarized relay serving, on single-line systems, for the purpose of discriminating between electrically energized ramps which appertain on the one hand to signals for controlling traiiic in the direction wherein the train is running, and on the other hand to signals for. controlling traiic in the opposite direction.

In such apparatus a lever or equivalent movable device is caused to move into an operative position and enable a danger signal to be given, or not to be given, according to whether an electromagnetic device forming part of such apparatus is dead, or energized by a signalman completing its circuit, as instance through an insulated ramp on the line and an insulated shoe carried by a plunger or other movable device that forms part of the apparatus and is operated by the ramp when passing over the same and controls the action of the leer or equivalent device, hereinafter reerred to for brevity and distinction as the controlled lever.

A. construction of signaling apparatus of the class referred to is described in the specification of former British Letters Patent No. 6499 of 1915 granted to me.

Now the present invention has Vfor itsY object to adapt apparatus" of the kind referred- I to for use on a locomotive provided with a steam brake, for the purpose of automatically applying such brake and for bringing into action a steam whistle, siren or like danger signal when this is required to be done. Y It also has for. its object to adapt such apparatus forv bringing about the operation of the air brakes or vacuum brakes on a train of vehicles attached tothe locomotive provided with the steam brake ap-V paratus. I v Y To thisl end there are associated withthe controlled lever of apparatus of the kind referred to, and -with the cylinder of the'- steam brake apparatus, a steam valve on the locomotive boiler controlled by the said lever, an automatic brake valve connected to the said steam valve, to the brake cylinder,

and to an exhaust pipe controlled by a valve,

` caused to move, the steam valve is opened and steam vadmitted to the steam brake cylinder so as to apply the steam brake, and to the audible signaling device'so as to give an alarm, and when the controlled lever is returned to itsv normal position, the steam valve is closed, the audible signal is stopped, and the automatic brake valvereturned to itsnormal position in which it places' the steam brake cylinder in communication with the exhaust pipe to-allow of the brake being taken olf.

noA i 1n the accompanying drawings Figure 1 is vation of the air-valve which is operated oirectly by the controlled lever, drawn to a larger scale. Figure 5 is another view similar to Figure 1, illustrating the combination, with the arrangement shewn in Figure 1, oit means for bringing about the operation ot air-pressure brakes on a train ot vehicles attached to the locomotive. A

ln all the arrangements illustrated, 11 is a plunger litted to slide vertically in guides 12 carried by plate 13 mounted upon the training ot the locomotive, the plunger tending to descend in its guides under the stress ot a spring 14. The plunger 11 is in two mutually overlapping sections united by bolts 15 so as to enable the ellective length ot the plunger to be adjusted by sliding the one section over the other; the lower section Vserving to carry an insulated contact-shoe 16 adapted to slide over an insulated ramp (not shewn) which is mounted in the perinanent way and whereby the plunger a whole vis forced upwards in its guides against the tension ot the spring 14.

17 is the controlled lever (already referred to) which is iul rumed at'18 to the plate 13 and normallyv held in the position shewn in full lines in Figures 1, 3 and 4, a projection 19 upon the lever abutting against the extremity ot one arm'ot a bell-crank lever 2O which is tulcrumed to the plunger 11 at 21 and which normally rests upon a stop 22 on the plunger, a spring tending to retain the lever 2O in this position. So long as the controlled lever 17, by its projection 19, abuts against the trigger-lever 20, it holds in their relatively straightened positions the limbs 24, Q5 ot a toggle whereot the limb 24 is pivoted to the lever 17 at 26 whilstV the limb 25 is pivoted to the plate 13 at 27, the middle joint Q8 ot the toggle being raised when the togglel as a whole is thus straightened. Q9 is a counterweight carried b v an extension of the limb V25 and tending to straighten the toggle. SO is the armature ol an electromagnet 31, one end ot whose. wint,n ing is earthed whilst the other connected to the wire leading from the shoe 1G to the electric bell or other electricallj,T operated alarm within the cab or" the locomotive. The electromagnet 31 is mounted on the plate 13, whilst the armature 30 is carried by the toggle limb Q5 so that, when the electromagnet 31 is energized as a result ot the shoe 16 passing over an electrically live ramp. the consequent attraction ot its armature 30 (assisted b v the weight Q9) will cause the toggle 24, 25 to be held in the straightened position and the cont-rolled lever 17 to be held in the normal position indicated in tull lines on Figures 1. 3 and 5. lWhen, as a result ot the shoe 16 passing over an electrically dead ramp, the toggle-centre 28 is allowed to drop and the lever 17 assumes the abnormal position indicated in dotted lines, the subsequent straightening o't the toggle, and consequent restoration ot the controlled lever 17 to normal position, can be effected by means ot a bell-crank resetting lever 32 which is 'tulcrumed to the plate 13 at and controlled by a rod 34 attached to one arm of the lever 32, wliereoi the other arm has pivoted to it a link 35 having a pin` and-slot connection at 36 with the limb 24y ot the toggle.

All the parts 11-36 are tound in the apparatus illustrated and described in the specilication ot British Letters Patent No. 6499 ot 1917: already referred to.

Referring now to the arrangement shewn in Figure 1 ot the present specification, it will be seen that the controlled lever 17.y has, beyond the point- 26, an upward extension 37 which is connected in the errar ple illustrated by means of a rod 3S, a bell-crank lever 39, and an adjustable wire 40, to a lever 41 'tulcrunied a 42 to the casing ot a steam valve mounted on the boiler ot the loromotive and serving to control the passage oi` steam troni the boiler to the operative cylinder (not shewn) ot the steam brake o1 the locomotive. Se long as the controlled lever 17 is in normal position, it holds the wire'40 in tension so as to cause the lever 41 to keep the steam valve closed against the prf ssure in the boiler, but when, by the raising ot the plunger 11, the trigger-lever 2O is carried upwards clear ot the projection 19 on the lever 17, the latter (unl .i retained in normal position by the restraining action ot the electromagnet 31 upon the toggle .Q4-25) will be treed and will cease to ref tain the lever 41 in position to hold the steam valve closed.

ln the example illustrated, the steam valve proper a conical valve 44 having a spindle comprising two telescopically arranged sections 45, 46 encircled by Va. coiled spring 47 which abuts at one end against the valve 44 on the section and at the other end against a second conical valve 48 on the section 46, this latter section extending tnrough an aperture in a screw-cap 49 and bearing against the lever 41. Normally this lever 41 compresses the spring 47 so as to hold the valve 44 closed against its seat.y Ybut when said lever is released by the freeing ot the lever 17 'from its trigger lever 20. the pres sure within the boiler causes the valve to open and, by means ot' the spring 47, holds the valve 48 securely aojainst a seat surrounding the section 46 or the valve spindl;` at the inner end ot the cap 49, so that lealtage ot steamv at this point is prevented without the use ol a stutling box and gland.

The steam valve casing 43 has a dange 49a tor attachment to the boiler, and is provided, between the seats of the valves 44 and 48, with a branch passage 50 from which two pipes 51, 52 lead, the one pipe il being lll() by a spring having its abutment against i a screw-plug 56 which closes the other end of the casing and is provided with a tubular axial prolongation 57 serving as a guide'tor the stem 58 of the piston-valve 54. At a point just behindthe valve 54 when the latter is in normal position, the casing 53 has a port 59 leading, by way of a pipe 60, tov

the steam brake cylinder (not shewn), and 'farther towards the rear another port 61 leads, by way of a. pipe 62, to the exhaust o' the driverls manually controlled steam brake valve (not shewn) the valve 54, on passing Vfully across the port 59, being arrested by the inner end of the plug-extension 57 in position to close the port 61. The arrangement is such that so long as the valve`54 is in the normal position shewn, a tree passage is open between the pipes 60 and 62, but that when, as a result of the opening of the valve 44, steam is admitted to the pipe 52, the piston-valve54 will be forced back in opposition to the spring 55 until the port 59 is uncovered, whereupon steam passes from the pipe 52, by way ofthe pipe 60, to the steam brake cylinder; whereas, on the valve 44 being closed, the valve 54 is returned to normal position by the spring 55 so as to permit of the steam being exhausted from the brake cylinder it the drivers steam brake valve is in the appropriate position.

In operation, normally all parts occupy the positions shewn in full lines iii-Figure 1, and the electromagnet 31 is not energized. iVhen the locomotive passes over the ramp on the permanent way, the plunger 11 is raised, the trigger-lever 20 is withdrawn from contact with the projection 19 and, it the corresponding signal be at line blocked7 and the ramp in consequence electrically dead, the `electromagnet 31V remains deenergized, so that, the toggle-centre 2S beingpipe 51 to the Whistle in the cab. Even itV pressure transmitted from The result is that the steam,

the driver should open his brake valve to exhaust, the steam brake cannot be talrenot so long as thepressure of the steam through the valve 44 holds the piston-valve 54 in position to close the port 61; the valve 44 remaining open notwithstanding the descent ot' the plunger 11 inthe event ot the locomotive passing clear-,ot the ramp onthe. permanent `way', since the trigger-lever 2O will remain' hung up on the.pro]ection 19 when Vthe plunger carries down the stop 22.`

ln order to release thebralre, the drive-r must reset the controlled lever 17, for which purpose he actuates the rod 34 (manually or otherwise) so as, by raising the link 315, to

litt the toggle-centre 28 and restore the lever 17 to normal position, wherein said lever is thereupon retained by the trigger-lever 20,

which drops back upon the stopv22-into positionto abutpagainst the projection 19. This restoration'ot' the controlled lever 17 to normal position causes the lever 41 to close the valve 44, thus permitting the spring` 55 to return the piston-valve 54 to normal position and reopening the communication between the steam brake cylinderV and the eX- haust ot the drivers brake valve by way oit the pipes 62 and 63. i i

lf, when the locomotive passes over the ramp in the permanent way, the corresponding signal be at line clear and the ramp in consequence electrically alive, the electromagnet 31 will be energized by current i transmitted to it through the shoe 16 so that, although the plunger 11 will be raised as before, and the trigger lever 2O carried `upwards clear of the'projection 19, the

toggle 24, 25 will be retained by the armature r`30 in the straightened position and the controlled lever 17 will therefore remain in normal position and will hold the valve 44 closed; Vthe subsequent descent of the plunger 11, when the locomotive has passed clear ofthe ramp, restoring the triggerV lever toits normal position of abutting against theprojection 19. l/Vhilst the shoe 16 is passing over the ramp, current will be transmitted vtherefrom through the wiresV c which may Vlead to an electric bell in the lcab so as to notify the driver that all is clear.`

`ln the arrangement shown,y in Figure 3,

all'the mechanism described above with reterence' to `Figure 1 is found, together withv the following additional parts whereby to adapt kthe invention for use not only with `steam brakev apparatus on the locomotive itself, but also with vacuum brake apparatus on a train of vehicles attached to the s tive. So long as the controlled lever 17 is in normal position, the valve 64 is held closed bythe action of a second arm 65 of the lever 17 which then transmits pressure, through a spring 66 coiled about the spindle 67 of the valve, to a collar 68 on the lower end ot the spindle, so as to draw down the valve 611- upon its seat and shut off communication between two pipes 69 and 70 which open from the casing 63 above and below the valve-seat respectively; the pipe 69 being connected to the train vacuum pipe (not shewn) whilst the pipe 70 is connected with a syren orv equivalent air-operated alarm signal (not shawn) in the cab orn the locomotive. Y

ln this case the rod 34 whereby, in the arrangenient shewn in Figure l, the reset-y ting-lever 32 is actuated, is replaced by the piston-rod 71 ot a resetting-cylinder 72 whose piston 73 is normally held by a spring 711, coiled about the rod 71, at the right hand end (Figure of the cylinder. This end of the cylinder 72 is open to the atmosphere by way ot an aperture 75 in the end cover, the strength or" the spring 74 being made such that, on the space at the left side of the piston 73 being exhausted, the pressure of the atmosphere will overcome the stress of the spring and move the piston 7,3 towards the left so as to eect the resetting of the controlled lever 17. At its left-hand end the cylinder 72 communicates by way of a pipe 76 with the train vacuum-pipe, the connection being controlled by a manually-operated resetting valve. For this purpose the pipe 76 leads from the cylinder 72 to a chamber 77 within the casing of, and at one side of the seat of, the resetting-valve 79, which is under the control of the driver; the valve 79, when closed, cutting orf communication between the chamber 77 and another chamber S0, at the back of the' valve and within the valve-casing 78. The valve-stem 81 passes at one side of the valve through the end cover ot the chamber 77 and is furnished externally with a push-knob 82; at the other side the stein 81 passes through the chamber 30 and has coiled around it a spring 83 whereby the valve 79 is normally held closed as shewn. The chamber 30 communicates by way of a pipe Se. with an auxiliary vacuum-reservoir 85 which is also connected, by way of a pipe 86, with the train vacuumpipe; the reservoir 85 being permanently open to the pipe 34 but normally cut olf from the pipe 86 by a non-return valve 87 which closes (towards the reservoir) communication between the pipe 8G and a passage 83 into which the pipe 84 and'reservoir 35 both open. lVhen the train vacuum pipe is being exhausted, the valve 37 is free to rise and permit of the exhaustion of the auxiliary vacuum reservoir 85, pipe 84, and chamber the spring 83 being, however, made sufficiently strong to hold the valve 79 closed against atmospheric pressure in the chamber 77.

1n operation, the locomotive steam brake is controlled as described with reference to Figure 1. l/Vhen the controlled lever 17 is displaced from normal position, its arm 65 ceases to hold the valve 64 closed against the atmospheric pressure in the pipe 70, so that air is permitted to pass through and sound vthe syren in the cab and gain access by way of the pipe 70, valve 641, and pipe 69, to lthe train vacuum pipe; with the result that the vacuum brakes on the train are applied in the well-known manner. These brakes cannot be taken off so long as the controlled lever 17 remains in abnormal position, as the valve 64 continues free to open under atmospheric pressure and admit air to the train-pipe through the pipes 70 and 69. I

In order to release the vacuum brakes, the driver must open the resetting-valve 79 by means of the push-knob 82: this action putting the left-hand side of the resetting-cylinder 72 in communication, through the pipes 7G and 34, with the reservoirY 85, so that, a partial vacuum being produced on that side of the piston 73, the atmospheric pressure on the opposite side of the piston is able to overcome the stress of the springr Y 74 and, by forcing the piston 73 towards the left, actuate the resetting lever 32 so as to raise the link 35 and reset the controlled lever 17 as previously explained wit-h reference to Figure 1. The resetting of the lever 17 also enables the steam brake on the locomotive to be taken oli', as already explained.

lnthe arrangement shewn in Figure 5, all the mechanism described above with refer`- ence to Figure 1 is found, together with the following additional parts whereby to adapt the invention for use not only with steam brake apparatus on the. locomotive itself, but also with air-pressure brake apparatus on a train of vehicles attached to the same locomotive.

Referring now to Figure 5, it will be seen that upon the plate 13 is mounted the cas-l ing 89 of an air-valve 90 'for controlling the application of the vair-pressure brakes on the train and the giving of an alarm signal in the cab of the locomotive. So long as the controlled lever 17 is in normal position, the valve 90 is held closed by said lever. This valve is constructed somewhat similarly to the valve 1141: that is to say, the air-valve proper is a conical valve 90 having a spindle comprising two telescopically arranged sections 91, 92 encircled by a coiled spring 93 which abuts at one end against the valve 90 on the section 91 and at the other end against a second conical valve 94 on the section 92; this latter section extending through an aperture in a screw-cap 95 and bearing'against the lever 17. The valve 90 controls communication between the Vinterior ot the casing S9 and a pipe 96 connected with the train air-pipe .(not shown) whilst the casing S9 is provided, between the seats of the valves 90 and 91, with the branch passage troni which a pipe 9? leads to a whistle or equivalent alarm (not shewn) within the cab. lormally the lever 17 compresses thespring- 93 so as to hold the valve 90 closed against its seat, but when said lever is released as described with reference to Figure 1, the lair pressure within the pipe 96 causes the valve 90 to open and, by means ot the spring` 93, holds the valve 91 securely against a seat surrounding the section 92 of the valve-spindle at the inner end of the cap 95. so that leakage of compressed air at this point is prevented without the use ot a stutling-box and gland. the entire volume ot air which escapes from the pipe 96 being thus available tor blowing` the alarm whistle.

ln this case the rod whereby in the arrangement shewn in Figure 1 the resettinglever is actuated, is replaced by the piston-roo 9S ot a resetting cylinder 99 whose piston 100 is normally heid by a spring 101. coiled about the rod 9S, at t-he right-hand ond ot the cylinder. This end of the cylinder 99 communicates, by way ot pipe 102, with the main air-pressure reservoir ot the locomotive, the connection being controlled by a manually-operated resetting-valve constiu-c-ted similarly to the resetting-valve described with reference to F igure For this purpose the pipe 102 leads trom the cylinder 99 to a chamber 103 within the casing or", and at one side ot the seat of, the resetting valve lll-iwhich is under the control ot theA driver; the valve lll-:, when closed. cutting oit communication between the chamber 103 and another chauiber 105, at the back of the valve and within the valve-casing 106. The

valve-stem 107 passes at one side ot the valve through the end cover or" the chamber 103 and is 'furnished externally with a push-knob 10S; at the other side the stem 107 passes through the chamber 105 and has coiled around it a spring 109 whereby the valve 1041 is normally held closed as shewn. The chamber 105 communicates. by way of a pipe 110, with the main air-pressure reservoir (not shewn).

ln operation` the locomotive steam brake is controlled described with reference to- Figure 1. W hen the controlled lever 17 is displaced trom normal position, it ceases to hold the valve 90 closed against the air-pressure in the pipe 96. so that compressed air permitted to escape trom the train air-pipe through the pipes 96 and 9T and the whistle on the latter, thus sounding the alarm in the cab, whilst the escape of this air at the same time brings about the application ot the airpressure bral-:es on the train in the wellknown manner. These brakcs'cannot be taken ott so long as the controlledlever 17 remains in abnormal position, as any airpressure within the train-pipe is tree to escape to the atmosphere by the pipes 96'and' ln order to release the air-pressure brakes,

the driver must open the resetting valve 104 by means ot the push-knob 108; this aotion admitting compressed air from the main reservoir, through the pipes 110 and 102, to the resetting-cylinder 99, .with the result that the stress of the spring 101 is overcome and, the piston 100 being forced towards the lett, the resetting-'lever 32 is actuated so as to raise the link and reset the con-Y trolled lever l? as previously explained with reference to Figure 1. The resetting of the lever 17 also enables the steam brake on the locomotive to be taken oil', as already eX- plained.

lt will be obvious that both vacuum-brake control apparatus as described with referonce to Figure 3, and also air-pressure brake control apparatus as described with reference to Figure 5, can be fitted in combinaamples shewn in the drawingsA being given 'merely as illustrating convenient embodiments ot the invention.l

Havingnow particularly described and ascertained the nature ot my said invention and in what manner the same is to be per- Jformed` l declare that what I claim is 1. In apparatus Jfor automatically applying` the brakes of a railway train or vehicle, and coincidentally actuating an'alarm signal in the locomotive cab, the combination ot a steam valve connected. with the boiler ot the locomotive, a controlled lever arranged to normally maintain said steam valve in its closedl position` an automatic valve casina` connected with the outlet end ot said steam valve, a first connection trom said automatic valve casing to the steam brake system of the locomotive, a second con'- nection `Jtrom said automatic valve casing to the exhaust of the engine drivers brake valve, an automatic valve in said automatic valve casing for alternately controlling the communication between said rst and second connections and the connection from said automatic valve casing to said steam valve7 a connection from the outlet side of the latter to a signaling device in tlie loco- Y motive cab and means for restoring the con- Ysaid automatic valve casing to the steam brake systemk of the locomotive, a second connection tromsaid automatic valve casing to thev exhaust of the engine drivers brake valve, an automatic valve in said automatic valve casing for alternately controlling the communication between said first and second connections and the connection from said automatic valve casing to said steam valve, a connection extending from the vacuum brake system of the train to a pneuma-tically operated signaling device located in the locomotive cab, a valve controlling said connection normally maintained in its closed position by saidl controlled lever, means for restoring the latter to its normal position, an auxiliary vacuum reservoir, a resetting cylinder connected with said auxiliary vacuum reservoir, a piston movable in said cylinder and connected with said restoring means, and a normally closed, manually operated valve in the connection` between the resetting cylinder and the auxiliary vacuum reservoir, and controlling communication be tween the latter and said cylinder whereby said piston is operated by atmospheric pressure when said cylinder is in open communication with said auxiliary vacuum reservoir.

3. In apparatus for automatically applyingv the brakes. ot a railway train or vehicle and coincidentally actuating an alarm signal in the locomotive cab, the combination of a steam valve connected with the boiler oi the locomotive, a controlled lever arranged to normally maintain said steam valve in its closed positioman automatic valve casing connected with the outlet end ot said steam valve, a irst connect-ion from said automatic valve casing to the steam brake system of the locomotive, a second connection from said automatic valve casing to the exhaust of the engine drivers brake valve, an automatic valve in said automatic valve casing for alternately controlling the communication between said iirst and second connections and the connection from said automatic valve casing to said steam valve, a connection extending from the air brake system of the train to a pneumatically operated signaling` device located in the locomotive cab, a valve controlling said connection normally maintained in its closed position by said controlled lever, means for restoring the latter to its normal position, a resetting cylinder connected with said air bra-ke system. a piston movable in said cylinder and connected with said restoring means and a normally closed, manually operated valve in the connection between the resetting cylinder and the air brake system and controlling; the operation of said resetting piston.

4f. In apparatus for automatically applying the brakes ot a railway train or vehicle andl coincidentally actuating` an alarm signal in the locomotive cab, the combina-tion of an automatic valve connected with the boiler of the locomotive, a connection Jfrom said boiler connection to a signaling device in the locomotive cab, a plurality ot connections leading` from said automatic valve, means tor controlling the operation of the latter to alternately cause one ot said connections to comniunicate with the boiler connection an dv to coincidentally open the alarm connection or to bring said plurality of connections into communication with eacli other, pneumatically operated means for restoring said controlling means to its normal position and a manually operated valve for controllm'g the operation oi said pneumatically operated means.

EDMUND SPENSER TIDDEMAN. 

